Brake-rigging.



J. M. WAUGH.

BRAKE RIGGING.

1,1799879 APPLICATION FILED JULY 10. I914. Apr.

4 SHEETS-SHEET I.

THE COLUMBIA PLANOGRAPH pa, WASHINGTON, D. c.

J. M. WAUGH.

BRAKE RIGGING.

, APPLICATION HLED JULY 10, I914- 1,179 879. Patented Apr. 18, 1916.

4 SHEETS-SHEET 3. 111 6 J. M. WAUGH.

BRAKE RIGGING.

APPLICATION FILED JULY 10, I914. 1,179,879. Patented Apr. 18,1916.

4 SHEETS-SHEET 4- W C r\/E m 17 1/77 5 mi/Zbn Waugh attention given the JAMES MILTON WAUGH, OF CHICAGO, ILLINOIS.

BRAKE-RIGGING.

Specification of Letters Patent.

Patented Apr. 18, 1916.

Application filed July 10, 1914. Serial No. 850,127.

To all whom it "may concern Be it known that I, JAMES MILTON lVAUoH, a citizen of the United States, and

a resident of the city of Chicago, in the s county of Cook and State of Illinois, have cars which receive but little attention, is a most important detail for consideration in the maintenance and care of rolling stock. Too often the dangerous fiat wheels found upon freight cars are the result of the scant brake gear, so that the consequent uneven application of the brake shoesupon the wheels in some cases looks a wheel from rotation entirely, causing the same to skid upon the railswith the resultant formation of a flat surface.

It is a well known fact that the most efficient pressure of application of a brake shoe upon awheel is that at which skiddingof the wheel upon the rail is impending, but not actually taking place. To secure such a condition requires a rather delicate adjustment of the parts of a brake gear, though this is generally given the proper consideration on passenger cars, such care is not exercised where freight cars are concerned. Accordingly it is an object of this invention toprovide a resilient means forming a part of the brake gear which acts to absorb excess forces applied through the rigging so that practically a predetermined pressure most cfficient for service may be attained at all times.

Another striking defect in the brake riggings found upon freight cars is the looseness and consequent play occasioned between the parts, so that oftentimes a considerable movement is required before the shoes are actually applied tothe wheels of the car. By this invention, however, such looseness and play between the parts, occasioned by wear or continued use, is auto matically compensated for, the resilient means being initially stressed an amount sufficient to maintain theparts in proper adjustment all times.

and al- It is an object of this invention to construct a brake rigging having a number of resilient mechanisms associated therewith, preferably at the fulcrum points of certain of the levers, but of course not necessarily so, operating to absorb excess stresses imposed upon the rigging and acting to compensate and take up for wear upon the various parts thereof.

It is also an object of this invention to combine a number of resilient friction plate absorption gears with the brake rigging of a car, so that sudden shocks imparted to the rigging by the sudden application of the brakes is taken up by the friction plate mechanisms, said mechanisms acting further to absorb excess stresses imposed upon the gearing. It is furthermore an important object of this invention to embody in a brake gearing resilient mechanisms as fulcrum points for the various levers of the gearing, said mechanisms acting to automatically take up for wear upon the parts, and as well to absorb abnormal stresses or shocks imparted thereto, which otherwise might cause the wheel to skid.

It is finally an object of this invention to construct an improved form of brake rigging arranged to permit older types of the M. (J. B. standard riggings to be easily reconstructed. by the adaptation of mechanisms embodying the principles of my invention thereto, the arrangement acting efficiently to relieve the gear of abnormal shocks and stresses and prolong the life and operation thereof, and prevent flat wheels.

The invention (in a preferred form) is illustrated in the drawings and hereinafter more fully described.

In the drawings: Figure 1 is a top plan view of the underframing of a car showing somewhat diagrammatically the arrangement of the parts of a brake rigging. Fig. 2 is a fragmentary side elevation thereof with parts omitted. Fig. 3 is an enlarged detail view, partly in elevation, taken on line 3-3 of Fig. 1. Figfllisafragmentary sectional detail taken on line 4-4 of Fig. 1. Fig. 5 is a fragmentary detail view partly in section and partly in elevation, taken on line 5-5 of Fig. 1. Fig. 6 is a fragmentary sectional detail taken on line 6-6 of Fig. 1. Fig. 7 is a fragmentary sectional detail taken on line 77 of Fig. 1. Fig. 8 is a transverse section through the car frame taken on line 8'-8 of Fig. 1. Fig. 9 is a detail section taken on line 9-9 of Fig. 7. Fig. 10 is a detail view of the parts taken on line 10-10 of Fig. 7. Fig. 11 is a perspective View, partly in section and partly in elevation, of a modification of my invention illustrating a resilient friction plate mechanism associated with the brake shoe supporting means. Fig. 12 is a fragmentary sectional detail on line 1212 of the parts shown in Fig. 11.

As shown in the drawings: In the dia grammatic views illustrated in Figs. 1 and 2, the car framing embraces side sills 1, intermediate sills 2, and center sills 3, all of which are connected at a number of points,

as is usual by transverse beams 4, and end sills 5. The bolsters of the trucks are indicated by the reference numeral 6, and the wheels on each side thereof, shown only diagrammatically, are indicated by the reference numeral 7. A brake cylinder 8, is mounted centrally of the car frame in a customary position thereon, and connected on the push rod thereof is a cylinder lever 9. A cylinder lever rod 10, is connected intermediate the ends of said cylinder lever, and also similarly to another cylinder lever 11, which is fulcrumed at its end adjacent the cylinder on a bar or stem 12, integral or rigidly connected with a convex head or block 13, fitting within an absorption gear casing 14, mounted conveniently on the car frame.

A group of resilient friction plates 15, consisting of a plurality of fiat spring plates physically unconnected, but lying flat against each other face to face, is disposedwithin said casing 14, and the inner wall of the casing and the abutment face of said follower block are complementally curved, the one being convex and the other concave, so that a pressure imposed upon the head or block 13, through said levers,

forces the plates inwardly within the easing, bending the same, due to the eurvatives of the head or block and the casing. A strap member 16, through which the stem 12, slidably extends, engages around said casing 14, and acts to maintain the parts assembled and affords convenient means for securely attaching the same to the under frame.

Any suitable bracket 17, is rigidly secured to the strap 16, and to one or more of the intermediate sills 2, of the car frame. Pull rods 18, are pivotally connected at their inner or adjacent ends to the outer end of the respective cylinder levers 9 and 11, and at their other ends are pivotally con nected to, and intermediate the ends of floating levers 19. Each of said levers 19, is ful-,

crumed at one end upon a short rod or stem 20, rigidly attached to or integral with head follower blocks 21, engaged within casings 22. with resilient friction plates 23,

substantially as before described with ref-' erence to the absorption gear for the cylinder lever 11. Said casings 22, are supported in straps 22, between the longitudinal sills 2 and 3, one casing disposed on each side of the central 'axis of the .car frame by attaching or supporting plates 24, rigidly secured to said respective sills 2 and 3.

As shown, the levers 9, 11 and 19, engage the corresponding stems 12-20, within the yokes therefor, the ends of the levers extend into suitable slots in the stems for that purpose, and a pintle X, engaging the same together, as shown in Figs. 4 and 9. A stop Y, is provided on each stem which limits the outward travel by engaging against the yoke, and is so placed as to maintain a slight tension on the friction springs in the casings at all times. This stop may conveniently be a large pin or bolt engaged in the stem in position to engage against the inner side of the end of the yoke. Attached to the outer end of each of said floating levers 19, are top rods 25, one extending toward the truck at one end of the car and the other extending toward the truck at the other end thereof, and said top rods are linked at their ends adjacent the bolsters 6, each to a live brake lever 26. Said lire brake levers 26, are fulcrumed upon inside hung brake beams 26 in a familiar manner, and at their lowen ends have connected thereto one end of the bottom connecting bar 27, which extends beneath the bolster and is connected at its other end to the lower end of a dead brake lever 28. This also is pivotally connected in the usual manner to the brake beam 26 for the other pair of wheels. As shown in Fig. 5, the brake shoes 29, are carried in a familiar manner upon the brake beams.

The dead brake lever 28, is fulcrumed upon a stem 30, integral with, or attached rigidly to a convex head or block 31, engaged within a casing 32, containing a group or groups of resilient friction plates 33, interposed between the rear wall of the casing and said head blocks, the same being substantially the same as the absorption gears before described. Said casing 32, is provided with a strap or yoke 34, extending therearound, and through which said stem 30, slidably extends, and said casing by within the casing 37, with a group of resilient friction plates ell, as before described,

contained therein and interposed between the head or block and the rear wall of the casing, which are complementally curved.

'A bottom connecting bar 42, connects the lower end of the dead brake lever 35, with the lower end of thelive lever hung upon the other brake beam for the other pair of wheels, but inasmuch as the construction of the latter is identical with that already described with reference to Fig. 5, the same is not shown.

The operation is as follows: Inasmuch as resilient friction plate gears permitting but slight travel are positioned at a plurality of points in the brake rigging, particularly at the fulcrum points of thevarious levers which transmit the movement through the rods of the gear to the brakeshoes, it is obvious that when, the shoes are impelled against the car wheel a sufficient amount to brake the same with the utmost e'fiiciency, that any excess pressure which would other-- wise be imposed upon the shoes, due to a.

continued movement of the. piston within the brake cylinder, is absorbed by the various friction plate devices. Notonly do the friction plate devices absorb the excesspressures transmitted through the brake rigging, but they also act to take up any initial shock transmitted therethrough, due to the sudden application of the brakes, thereby preventing freezing of the shoes to the wheels. Furthermore, looseness and play between the various interconnected rods and levers is compensated for by said resilient absorption gears, the friction plates being initially stressed an amount sufiicient to take up for any play tending to occur between the parts. The resiliency of the shock absorbing gears and the same being located at the fulcrum points or mainly at the fulfruin points, permits a yielding braking pressure to be applied to the wheels so that the stress exerted atthe shoes may be much greater than heretofore, the wheels however, will not skid inasmuch as the shoes are vibrated by the draft of the wheels thereon resulting in a succession of very brief maximum applications alternating with partial release; owing to the yielding of the absorbing gears these alternations are exceedingly brief, the intervals being almost infinitesimal, but the effect either in service or emergency application is to avoid injury of the wheels or parts, while insuring highest braking efliciency. The action of said absorption gears is well known. The plates, when placed in their respective casings, are initially stressed a sufficient amount at least to prevent the same playing back and forth loosely in the casing. This is accomplished by the stops Y. When a load is imposed thereon by movement of thefollower block into the casing, the plates are flexed the resistance being greatly augmented by the surface friction of the plates, thus absorbing the load imposed thereon. However, the violent and destructive recoil which would take place were ordinary springs used, is obviated, because the friction between the plates, acts to resist the return movement of the plates to normal, so that. the return movement is relatively easy and gradual.

1n the modification of my invention illustrated in Figs. 11 and 12, I have shown an absorption gear mounted directly on the brake beam, so that the pressure applied to the brake beam is transmitted yieldingly thereto and to the shoes.

The particular position of the absorption gearsmay be changed and instead of making said gears the fulcrum points for the various levers, they can be associated directly with the rods of the brake rigging if so desired. However, I have only shown a preferred form of my invention and have shown the same as incorporated with but one type of gear, but, of course, my invention is intended for use in connection with any type of brake rigging. Obviously, the details of construction thereof, and of application, are open to wide variations without departing from the principles of my invention. I therefore do not purpose limiting the patent granted otherwise than necessitated by the prior art.

I claim as my invention:

1. In a device of the class described the combination with a car frame, of a brake rigging therefor, and a plurality of friction plate absorption devices interconnected be tween said car frame and said brake rigging to absorb excessive stresses imposed upon the rigging.

2.1n a device of the class described a the car frame and arranged for connection as fulcrum points for the parts of the brake rigging to absorb excess stresses and impacts imparted thereto.

3. In a. device of the class described a brake rigging mounted upon a car comprising a plurality of pivotally connected levers and connecting rods alternately arranged with respect to one another, and a plurality of absorption devices connected to certain of said levers to absorb excess stresses and impacts imparted thereto, and acting as fulcrum points for said levers.

d. In a device of the class described a brake rigging for cars embracing interconnected rods and levers, actuating means therefor, brake shoes adapted to be applied to the wheels of a car by movement of said interconnected rods and levers, and a plurality of spring plate absorption devices initially stressed to take up movement between said respective interconnected rods and levers to absorb excess stresses and shocks imparted thereto and acting to cushion the application of the brake shoes to the wheels of a car.

5. In a device of the class described the combination with the brake cylinder, rods and levers, of a brake gear, and of initially stressed resilient shock absorbing devices on which said levers are fulcrumed independently of said rods to take up looseness in the parts and cushion stresses imposed thereon.

6. In a device of the class described the combination with a brake rigging mounted on a car frame, embracing a plurality of pivo-tally connected members of resilient friction plate absorption gears connected with said brake rigging and fulcrumed to said members acting to cushion application of the brakes.

7. In a device of the class described the combination with a car, of a brake rigging mounted thereon comprising a brake cylinder. cylinder levers, a cylinder lever rod connected to each of said cylinder levers, pull rods one connected to each of said cylinder levers, and brake beams actuated by said pull rods from said brake cylinder, and a plurality of friction plate absorption gears connected to said cylinder levers and brake beams.

8. In a device of the class described a brake cylinder, cylinder levers actuated thereby, absorption gears, one of said cylinder levers fulcrumed on one of said resilient absorption gears, brake shoes, operative connections between said cylinder levers and the brake shoes, and a plurality of absorption gears inserted therebetween.

9. In a. .device of the class described a brake cylinder, cylinder levers actuated thereby, absorption spring plate friction gears, one of said cylinder levers fulcrumed Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

on one of said resilient absorption gears, brake shoes, operative connections between said cylinder levers and the brake shoes, and a plurality of absorption gears having slight travel, inserted therebetween.

10. In a device of the class described a brake cylinder, levers actuated thereby, a

plurality of casings connected therewith, resilient means within said casings, brake shoes, and operative connections between said levers, casings and brake shoes for transmitting stresses to said resilient means.

11. In a device of the class described the combination with a car frame, of a brake rigging mounted thereon comprising a brake cylinder, a cylinder lever connected thereon, a cylinder lever rod having one end connected intermediate the ends thereof, a second cylinder lever similarly connected to the other end of said cylinder lever rod, pull rods having one end pivotally connected to the outer ends of said cylinder levers, floating levers connected at points intermediate their ends to the other end of said pull rods, top rods connected to opposite ends of said floating levers, live brake levers having one end connected to said floating levers, bottom connecting bars connected to the other end of said live brake levers, dead brake levers connected to the opposite end of said bottom connecting bars, brake beams for pivot-ally mounting said live and dead brake levers, and an absorption gear connected to said second cylinder lever, said floating levers and said dead brake levers acting to cushion application of the brakes.

In testimony whereof I have hereunto subscribed my name in the presence of two subscribing witnesses.

JAMES MILTON WAUGH.

Witnesses:

LAWRENCE REIBsTEIN, THOMAS G. MGCURDY.

Washington, D. 0. 

